Reverse gear



1" L. FAwlcK Jan. 23, 1940.

REVERSE GEAR Sheet 1 Filed March 1s, 1935 3 Sheets- [av an/for.-

was I, fwici T. L. FAwlcK REVERSE GEAR Jan. 23,1940. T. L. 1 'FAwrK 2,187 967 REVERSE GEAR Filed March 16, 1 935 3 sh eetswsheet s I frame/via)": ,Tfwmas Lfwick Patented Jan. 23, 1940 rad ant caries amass cm Thomas E. Fawicic, Akron, Qhio Application March 1c, 1935, Serial No. 11,505

13 claims. ci.. 'v4--sri) The present invention relates generally to transmissions and is particularly concerned with the provision of a new and. improved reversing gear for marine use.

The principal object of the present inventio is the provision of a reversing gear having means not only providing for driving both forward and rearward but, in addition, serving as means for connecting and disconnecting the power, thereby replacing the usual main power clutch.

A further object of the present invention is the provision of clutch means adapted to be frictionally engaged, permitting limited slippage, in starting up under load and maneuvering, with associated means arranged after the-load is movingfor connecting the' driving and driven parts together in a positive manner to be driven at a f one-to-one ratio without any slippage as is usuallydesirable when starting.

A further object of the present invention is the provision in a clutch or transmission of this type of improved shifting mechanism operable to bring about, first, frictional engagement during starting and maneuvering and,second, positive one-to-one'engagement without slipping, and a still further object of the present invention is to lock the shifting mechanism in such positive position after the starting and maneuvering have.

been completed. I

More specifically, an additional object of the present invention is the provision of reversing gear for marine use and the like which embodies iow angle conical driving clutch members, which are oppositely rotatable in connection with a shiftable companion clutch member cooperating therewith during initial engagement to transmit torque for starting and maneuvering, the driving 7 and driven parts being subsequently connected for positive engagement, either by additional pressure on the clutches or by associated jaw clutch mechanism or the like. In this connec:

tion, it is a further object of the present inven-.

tion to provide improved bearing means-for supporting the driving and driven shafts, in such a manner that a short, compact and sturdy transmission is provided and in which the space required is a minimum. Still further, another object of the present invention is the provision of improved supporting means fora gear reduction associated with the transmission, the same principles being applicable to an overdrive if higher speed is required.

Another object of the present invention is the provision of a shiftable combination of friction and positively acting clutch means, withthe slippage after the load is moving. In this connection, a further object of the present invention is the provisipn of new and improved synchronizing mechanism arranged to prevent the engagement of the positive drive unless or until the driving. and driven parts are rotating together, and a still further object of the present invention is the provision of synchronizing mechanism making use of the friction clutches which, in'the first instance, are adapted to transmit driving torque during starting and maneuvering, as aforesaid. I

These and other objectsand advantages of the present invention'will be apparent to those skilled \in the art aftera consideration of the following detailed description of the preferred structural,

Figure 2 is a similar sectional view-showing a o vmodified form of the present invention;

Figure 3 is a perspective view, with certain parts being shown in section, illustratingthe arrangernent of the synchronizing means employed in the transmission shown in Figure 2;

Figure 4 is a section taken along the line 4-4] of Figure 2; v

Figure 5 is a fragmentary sectional view showing the positions of the parts after the positive,

clutch means has been engaged; and

Figure 6 is at view showing, the serrations formed on the conical clutch faces.

Referring now to the drawings, and more particularly to Figure 1, the reference numeral l indicates the gear case or housing of the reversin'g gear or transmission, the gear case being provided with a forward wall 2 and a rear wall .3 having suitable openings therein to receive the supporting bearings and the shift rods and other parts. The forward portion of the case I may be formed, as at la, to receive the flywheel 4 of the engine or other source of power, if desired, the flywheel 5 being secured to the crank shaft 5 of the motor. The driving shaft of the transmission is indicated in its entirety by the reference numeral 6 and includesthe tubular member having a splined internal section '1 at its forward end by which the driving shaft is directly screws 52 and bolts connected to the motor, as by a short stub shaft section 1a, without the interposition of an. engine clutch or the like. The drive shaft 6 of, the

transmission is journaled bysuitablebearing means 8 in the front wall 2 of the gear case I, and the bearing means 8 comprises an inner race 9 securely flxed to the tubular drive shaft 6 between a gear Hi and a threaded nut II, the gear l0 being secured, as by a key |2, to the forward end of the drive shaft 6. The outer race of the bearing means 8 is indicated by.the reference numeral l5 and is carried by a flanged collar l6 secured to the front wall 2 of the gear case by cap screws H, which are also utilized in attaching a cap |8 to the gear case, the cap I 8 having an internal flange l9 cooperating with the member |6 for retaining the outer race |5 in place. A conventional oil ring 28 is employed to seal the drive shaft in the casing to'prevent loss of lubricant.

The rear end of the driving shaft 6 is supported by needle point bearings 25 on the driven shaft 26 adjacent its rear end. The driven shaft 26 is supported at its forward end and is disposed within the tubular driving shaft 6 by means of a bronze bushing 21 or other form of antifriction means, such as a roller bearing, the anti-friction means 2-1 being disposed substantially in the planes of the gear l0 and the bearing means 8. The rear end of the driven shaft 26 is carried by suitable anti-friction means 30 including an inner race 3| and an outer race 32. The inner race is clamped against the rear ends of splines 34, the latter forming a splined section between the bearing means 25 and the bearing means 38. The inner race 3| is clamped against the endsof the splines 34 by a retainer ring31 screwed onto ,a threadedportion 38 at the rear end of the driven shaft 26 and held by a lock washer 39 or the like. The driven shaft 26 terminates rearwardlyin a pinion 40 which will be'referred to later. The outer bearing race 32 is carried in a bearing retainer or support 45 having its lower half provided with a flange 46 receiving attaching cap screws 41, the upper portion of the bearing retainer 45 fitting in a recess 58 formed at the upper portion of an auxiliary housing 5| enclosing the pinion 40 and associated parts and which will be referred to later. It will be noted, however, that the auxiliary housing 5| is held in place by cap 53, being attached to the rear wall 3 of the gear case or housing I.

The rear end of the tubulardriving shaft 6 carries a driving clutch member 60 disposed in the plane of the needle point bearings 25. The driving clutch member 60 carries a part 6| having a conical friction clutching surface, and journaled for rotation on the driving shaft 5, as by needle point bearings 64, is a reverse driving member 65 carrying on its outer portion a conical. friction clutch member 66, the angularity of the latter being substantially equal but opposite to the angularity of the conical friction clutch member 6|, as best shown in Figure 1. Both of the conical clutching portions 6| and 66 are preferably bronze or the like,

any suitable means, such as keys 68 carried by said members and disposed in slots 69 formed in the driving members. The reverse driving member 65 also includes a pinion section 18 against which the inner race 9,

which is in constant mesh with a pinion 1| secured, as by a ,key 12, onto the hub portion 18 of a reverse gear 14, the latter being driven A bronze thrust washer 15 is disposed between the two driving members 60 and 65, and a similar thrust washer 16 is disposed between the forward end of the reverse driving member 65 and the rear end of the gear ID on the driving shaft 5. As best shown in Figure l, the forward portion of the gear I0 carries a flange 11 is secured by the clamping nut Ill thus serves as a fixed abutment for the inner race 9 but also the thrust not only bearing 16 and the associated reverse driving member 65.

The thrust bearing 15 prevents rearward axial displacement of the reverse driving member 65. The driving member 60, being carried directly on the driving shaft 5, has been referred to as the forward driving member while the member 65, driven through reverse gears, has been rereferred to above,

The gear ferred to as the reverse driving member, but

it will be understood that these terms are merely relative.

The reverse gear 13 is supported forrotation by needle point bearings on a shaft 18 held against rotation by a flange 19 bolted to the front wall 2 The driven clutch part, optionally engageable with either of the driving clutch parts 6| and 66, is indicated in its entirety by the reference numeral and includes a double cone ring 8| having oppositely disposed conical clutch surfaces 82 and 83 engageable, respectively, with the conical clutch members 6| and 66. The double cone ring 8| is secured by cap screws 85 to the flange 86 of a shiftable member 81 movably mounted on the splined section 34 of the.

cone clutches are' of the low angle type and are capable of transmitting large forces when securely engaged. As best shown in Figure 6, the bronze driving clutch members 6| and 66 are provided with serrated conical faces 88 and 89 for the purpose of providing for the rapid flow of oil toward and away from the contact-- ing surface when the clutches are being engaged and disengaged.

' The shiftable driven member 88 is shifted from neutral (Figure 1) to either forward or reverse.

driving position by means of a shift yoke ||I|l clamped by bolt means "II to a movable shift rod I02. The lower portion of the shift yoke Hill is provided with a shoulder I05, against which a bearing race I06 is held,

I01, and the hub portion of the member 81 carries an inn'errace I88, retained in place by a as by a retainer ring 1 ing stub shafts I2I and I22 secured thereto, as-

by taper pins I23, and shiftably mounted inre-' ammo? as will be described below, with the shiftable driven member 30 in such a way that the initial movement of the member 80 in either direction under the control of the operator will engage one of the friction clutches so as to transmit torque to-the driven shaft for purposes of starting the craft and maneuvering the same, the novel shifting mechanism also being then adapted to exert an increased force and to be locked in a position i so as to firmly engage one or the other of the friction clutches, depending upon which way the member 80 is moved, so as to transmit the torque positively and directly from the driving to the driven parts without slippage,

The mechanism for shifting the rod I02 fro one position to another is housed within a cover plate II8 secured to the case'I by cap screws H3 and includes a toggle casting I having supportcesses I24 formed in the front and rear walls 2 and 3 of the gear case and closed to prevent loss of lubricant by plates I25. The casting I20 includes laterally spaced'side wall portions I having notches I3I formed therein to accommodate a transversely disposed shifting and locking shaft I33 on theouter end of which a shift lever I34 or the like is secured. Between the side wall portions I30 the shaft I33 carries keyed thereto a double-ended member I36 having oppositely disposed arms' I31 and I38 provided with recesses to receive the swivel studs I40 and I. Similar swivel studs I42 and I43 are supported in the side wall portions I30 of the casting I20, and compression springs I46 and I41 are disposed between therespective pairs of swivel studs, each springembracing a toggle rod I48 passing through an aperture in the upper swivel stud and threaded, as at I50, into the lower swivel stud. The shiftrod I02 is provided with a central notch I53 in which an operating lug I54 carried bythe casting member I20 is disposed, so that when the casting member is shifted in either direction the shift rod I02 is moved in that direction, carrying with it the shift fork I00 and the shiftable driven member 30. v The operation of the mechanism described above. is substantiallyas follows. The shiftlever I34 is rocked in one direction toengage forward drive and in the other direction to engage reverse drive. In the'embodiment illustrated, when the lever I34 is swung counter-clockwise the shiftable clutch member 80 is moved to the left and forces the conical clutching surface 83 into driving engagement with the companion friction clutch member 66 carried on the reverse driving member 65. The

shifting of the parts, due to the counter-clockwise movement of the lever I34, is brought about-as follows. When the lever I34 is moved away from its neutral position, counter-clockwise as viewed in Figure 1, the spring I46 is' compressed to an extent, depending upon the amount the lever I34 has been moved and the toggle rod I48 extends or is swung downwardly. The compression on the spring I46 establishes a horizontal component tending to shift the casting member I20 to the left, and this, as will be obvious, moves the clutchmaneuvering the craft. Limited slippage is provided for, to accommodate starting but the amount of slippage is dependent upon the extent-of swinging of the gear shift lever I34, the more the latter is swung to the left the greater will be the compression of the spring I36 and the greater will forced together the less will be the slippage. After the craft is under way, the movement of the gear shift lever I34 to the left can be completed, and whenthis is done the swivel stud I40 is swung with its standard just below the line joining the centers of the shaft I33 and the swivel stud I42. This marks the maximum compression of the spring I46 and the parts are so arranged that this is sumcient to hold the members together so that they rotate as one without any slippage under maximum loads. To prevent the lever I 34 from swinging too far in either direce tion, the lower portion of the double-ended lever I36 is provided with abutment projections I55 which cooperate, respectively, with lugs I56 carried by the lower wall of the casting member I20. When in abutment these lugs hold the parts in locked relation.

The movement of the 'shiftab'le clutch member 80 in the opposite direction, that is, to the right as viewed in Figure 1, is brought about by a clockbe the force with which the tomcat cooperating parts are held together, and the harder they are presses the other spring I41. The initial com-- pression of this member causes the clutching surfaces 6I'and 32 to engage for transmitting the torque for starting and maneuvering, but when the lever I34 is swung until its stop lugs I49 and I50 are in engagement the spring I41 experiences its maximum compression andthe clutch parts 6| and 82 .are held together to rotate as one with- I out any slippage, even under maximumloads. The serrated faces on the clutch members 6| and 66, the low angle of their conical faces and the rela tively large diameters of these parts provide means capable of transmitting relatively great v amounts of power, and the bearing supports ,1

and 21 for the forward ends of the tubular shaft and the'driven shaft 26, over which the tubular shaft 5 is disposed, and the "bearing means '25' anti-friction bearing means I63 in the rear portion of the auxiliary housing 5|, and according to-the principles of the present invention the internal gear member 560 is provided with exterior anti-friction bearing means I65, being in the form of rollers disposed between flanges I66 and I61 formed on the outer peripheral portion of the internal gear I60 and operating against an outer race I63carrled by the housing M. For this latter purpose-the housing I5I is provided with a ring member I1! extending only part way around the lower anterior portion of the housing 5I and clamped against the outer race We when the bolt means 52 and 53 are tightened to secure the houswisemovement of the shift lever I34, which coming 6| to the gear case. gear teeth l6l, pinion 40, and the teeth on the latter are helical so that the unit will be practically noiseless, and the same is true of the gears eifecting the reverse drive of the member 66. The bearing means I63 is arranged to take the axial thrusts to which the internal gear member I60 is subjected, and the bearing means 8 and 30 are arranged to take the axial thrusts to which the driving and driven shafts are respectively subjected. Thus, by virtue of this construction, a very compact and sturdy transmission is provided. A conventional oil seal I64 is arranged to prevent loss of lubricant from the remand of the auxiliary housing 5!. In some cases, as where excessive amounts of power are required to be transmitted, some form of positive engagement means, cooperating with starting and maneuvering friction clutches, is a desirable provision, and in the form of the pres ent invention shown in Figure 2 I have shown a construction embodying friction clutches for starting and maneuvering the craft and associated positive or jaw clutch means arranged to be Preferably, the internal engaged when the driving and driven shafts begin to rotate in synchronism or at a one-to-one ratio. a

Referring now more particularly to Figure 2, in which it will be observed that many of the parts are of substantially the same form and construction as described above in connection with Figure 1, and hence the same reference numerals have been applied to similar parts. In the construction shown in Figure 2, the driving shaft and the driven shafts are of practically the same construction as described above, except that where the driven shaft 26 in Figure 1 carries a relatively long splined section 34, the driven shaft 26 shown in Figure 2 is provided with a radially extending flange provided with teeth serving as splines, although .they are shorter than the splines shownin Figure 1, as will be described later. v

The tubular drive shaft 6 is supported in practically the same manner as described above and, in the plane of the needle point bearings 25 is provided with a driving clutch member 200 to which is secured, as by rivets 202, a friction clutch member 203 having a conical outer clutching surface 204. The rear end of the drive shaft 6 is provided with a flange 201 having ex- -terior teeth 203 serving as the driving part of a positive or jaw, clutch. The reverse member 65 in the construction shown in Figure 2 is also provided with a positive clutch member in the form of a flange 2|0 carried by or forming an integral part of the reverse driving member 66 and provided with external teeth 2| l. The driving reverse member 65 also carries a friction clutch member 2i2 having an exterior conical clutching surface H3 and secured to the member 66 byrivets 2l5 or the like. Preferably, the friction clutch members 203 and 2l2 are formed of the same material as described above and may, if desired, have the surfaces 204 and 2l3 serrated in the manner shown in Figure 6.

The driven shaft 26 in the form of the construction shown in Figure 2 is, like that shown in Figure 1, provided with a splined section disposed between the needle point bearings 25 which carry the rear end of the driving shaft 5 and the bearings 30 which support the rear end of the driven shaft 26, but in Figure 2 the splined portion takes the form of a radially outwardly extending flange 220 having a series of external meshing with the teeth on the teeth 22| which for all practical purposes serve the same p rpose as, the spline .teeth 34 described above, namely, to maintain a constant but slidable connection between the d iven clutch parts and the driven shaft.

The shiftable member which serves to connect either of the driving clutches with the driven shaft takes the form of a two-part member indicated in its entirety by the reference numeral 230. The part 231 of the shiftable clutch member 230 includes a double cone member 232 hav-' ing surfaces 233 and 234 engageable, respectively, with the clutch members 203 and 2l2, and secured, as by rivets 236, to the double cone mem-' ber 232 is a synchronizing ring 231 which forms a rigid part of the member MI and is provided with a plurality of recesses 240 which will be referred to later. The other part of the shiftable clutch member 230 is indicated by the reference numeral 242 and includes a sleeve and cylindrical member having a pair of radially outwardly extending flanges which the arms 246 of shift yoke 246 are adapted to be disposed. The member 242 carries a plurality of studs, of hexagonal formation, as indicated in Figure 3, and securely held in place therein in any suitable manner, as by rings 250. The studs 249 have radially inner within the recesses 240 231.

243 and 244 between ends disposed of the synchronizing ringf" The forward portion of the shiftable clutch part 242 carries a plurality of clutch-teeth 253" adapted to engage the clutch teeth 2 formed on the reverse drive member 66 in this form of the invention, and the rear portion'of the shift able clutch part 242 carries a plurality of teeth 256 which are engageable with the teeth 208 formed on the splineflange 201. The rearmost end of the member 242 carries a-plurality of intemal teeth 258 which are of sufficient length to remain in driving engagement with the teeth 22| formed on the spline. flange "220 so that the clutch part 242 rotates at all times with the driven shaft 26, ,whether in neutral or reverse or forward position. Suitable anti-friction bearing means (not shown) may be disposed between the shift yoke 246 and the flanges 243 and The two parts- 23l and 242 of the shiftable member 230 are movable with respect to each other, but spring pressed detent means is provided for causing thetwo parts to move together. Such detent means is indicated in its entirety by the reference numeral 210 and is disposed in one of the driving studs 243. Each of the detent means 210 includes a spring 2" disposed in a recess 212 in'the associated stud 249 and pressing against a steel ball 213 which is disposed in a short groove 214 formed in the outer surface of the double cone clutch member 232. As best shown in Figure 3, the groove 214 is elongated .so that the two parts 23i and 242 of the clutch member 230 may rotate relative to one another through a. small angle without resistance but, up-

to thelimit of resistance offered by the spring pressed ball 213, when the outer clutch'member 242 is shifted the inner clutch member 23! moves with it.

The synchronizing ring 231'has the specially formed openings 240 and, as-best shown in Figures 3 and 4, these openings are of approximately cruciform proportions and are provided with generally semi-hexagonal intermediate recesses 211 and 218 and laterally disposed recesses 219 and 230 of similar form but somewhat deeper. The associated stud 240 is adapted to be disposed in any one of these recesses in the operation of the transmission, as will be explained below.

The shift yoke 246 is mounted inanysuitable means upon the slidable shift rod 285, preferably being securely clamped thereto by a clamping bolt 286, and the rod 285 is slidably disposed in suitably formed openings 281 and 288 in the front and rear walls 2 and 3 of the transmission case. The rear opening 288 is made tight by a plate 290 in the outer end thereof, and the forward opening 281 is provided with a bushing 29! through which the forward end of the shift rod 285 extends to a point outside the gear case. This end of the rod 285 is provided with a notch 294 which receives the lower end 295 of the gear shift lever 2% which has a ball 2%! formed therein and adapted to be rockably disposed in a socket 299 formed in the forward end 3% of the gear case cover till. A plate 302 is secured to the end 300, as by bolts 303, for the purpose of holding the gear shift lever 296 in place. Also, the forward end of the cover 3M is provided with a" bore 8% which receives a spring 3% that is held in place by the retaining plate 362 and presses downwardly against a detent 301. The shift rod 285 is provided with three recesses or grooves 308, 389 and SW, and a hole in the bushing 2M permits the ball 3M to engage in any of these grooves for the purpose of easily retaining the shift rod 285 in either a neutral, forward or reverse position, the

groove 3% definingthe forward position, that is, when the craft is driven forwardly, and the groove 3H1 refines the reverse position.

The operation of the modification shown in Figure 2, having particular reference to the synchronizing mechanism by which the positive clutch means are not engaged until the friction clutch means has started the craft and brought the same up to the speed desired, is as follows, Assuming that it is desired tomove forward, the gear shift lever 29% is swung -forwardly in a counter-clockwise direction as viewed in Figure 2.

'ing ring 231'.

This will exert a rearwardthrust. of the shift rod 285, forcing the ball Bill upwardly against the tension of the spring 3%. The initial movement of the gear shift lever 296 and the shift rod 2&5 in the direction indicated first shifts the clutch part 242 rearwardly a slight amount, carrying with. it,

due to the action of the spring pressed ball 213 and its bearing against the sides of the groove 27 i, the double cone clutch part 23 i This causes the conical portion 233 thereof to engage the surface ftd on the driving conical. clutch member 2%, and as soon as this engagement is effected the rotation of the driving member 2%, shown by the arrow in Figure drags with it the clutch part 23! until the lug 2E9, carried by the part 242,.

is engaged by the recess 2i? in the synchroniz- Since the synchronizing ring 231 is riveted to the double cone member 232 itforms an integral part thereof, and hencethe continued rotation of the driving member illllthus rotates not only the clutch part 23l but also the clutch part 242, and since the latter is continually in engagement with the splined portion Hit of the driven shaft 26 the latter is thus driven by the frictional engagement of the clutching surfaces 2M and 233. These clutching surfaces are conical and have a relatively low angle of inclination so that by applying only moderate presto start the craft and maneuver the same in getting the craft under way. As is obvious, the

greater the force applied to press tlie clutching only the friction clutch' means.

. gripping friction surfaces.

, 5 surfaces 204 and 233 together the greater will be the amount of torque or force that can be transmitted by this friction. means. This force is limited, however, bythe resistance offered by thespring 21!. However, when engagement isactually effected the rotation of the gear part 23! carries the notch 211, under the directions of shift assumed above, into embracing engagement with the lug 249. As soon as this is accomplished any further shifting movement of the part 262 acts through the engagement of the lug 249 in the recess 2' and the transmission of starting and maneuvering torque therethrough to carry laterally with it the inner shiftable clutch part 23L Thus, more force can-be exerted on the gear shift lever to press the clutching surfaces together than would be possible a merely the 2 spring pressed ball were relied upon to press the clutching parts together. v

The engagement of the recess 21? around the lug orstud 249 has a further purpose, namely, it,'

serves under these conditions to absolutely prevent any movement of the member 242 sufficient to carry the teeth 256 into engagement with the clutch member 201. This causes all the'torsion exerted bythe source of power transmitted to the driven shaft to be transmitted thereto through That is, as long as the lug 249 is in the recess 2' it cannot be shifted into the lateral recess 2%, but when the craft gets under way and starting and, any necessary maneuvering has been effected, it is then desirable to bring the positive clutches in operation in order to prevent any possible slippage by the transmission of all of the power through the In the construction illustrated, all that is necessary to do to maize it possible to engage the positive clutch means is to bring the driving and driven parts into synchronism so that the, momentum of the craft will be enabled to rotate the member 262 relative to the drawing part 2M inst sufficient to bring the lug 2% out of the recess 2H and into.

the central portion of the opening 2%, and as soon as this occurs-then additional pressure on the gear shift layer will move the clutch part 2&2 rearwardly, bringingthe lug are into engagement with the recess 28% and, at the same engagement with ,teeth 208 on the driving memher full. Pressure on. the gear shift lever, acting through the hexagonal lug ass and angular time, brnging the positive clutch teeth 2% into edges of the recess 2W also makesit possible to shift the part 2% out of the position shown in Figure 3 to the position shown in Figure 5. it

is to be noted that the friction clutches are held in engagement'by the pressure of the ball 27d against the walls of the groove 21% until after the toothed or positive clutches start to engage. Since the member 262 is always in engagement with the s'pl ined-flanges 220, the final shifting movement of the clutch member M2 thus posiis no longer transmitted through the friction clutches or the friction clutchelements. The ring member 2.37 and associated parts, including tively secures'the driving and driven shafts in direct engagement (Figure 5) so that the torque the lugs 249 on the member 2%2, thus serve as synchronizing means acting to prevent any engagement of the positive clutch parts until the I driven shaft has been brought up to? the speed desired and rotates in synchronism with the driving shaft 6 so as to make it possible to complete the shifting movement of the movable tions, as viewed in Figure 2,.to move the shiftable I parts forwardly of the gear case, rather than rearweardly as described above. Otherwise, the operation is substantially the same, the synchronizing mechanism serving to prevent any engagement between the positive clutch parts 2 and 233 until the friction clutches serve their purpose in getting the craft under way so that as soon as the parts rotate at substantially the same speed, the member 242 can be shifted to its positively engaged position in the gear case to bring the teeth 253 into mesh with the teeth 2 on the reball 213 is forced out of the. groove shaft and driven therefrom first driving member, a shiftable member oper-.

' the thrust of said .it is the recess 219 which movable from one verse driving member .65. The friction clutch elements are, however, positively held in engagement by the ball 213 engaging one side of the groove 214 until the teeth 2 and 253 are engaged, but after their engagement is complete the 2H and no longer exerts any force against the friction clutch part 23I, the entire.driving torque being taken by the positive toothed clutch parts.

As will be apparent from Figure 3, in selecting and effecting reverse drive, recess 218 that engages the driving stud 249, and finally receives the stud after synchronism has been effected.

While I have shown and described above the preferred forms of my invention, it will be apparent to those skilled in the art that the present invention is not to be. limited to the particular details shown and-described above, but that, in.

fact, widely difierent means may be employed in the practice ofthe broader aspects of my invention.

What I claim, therefore, and desire to secure by Letters Patent is:

1. A transmission comprising a gear case, a tubular driving shaft mounted for rotation in said gear case, hearing means for the forward end of said tubular driving shaft, a driven shaft also mounted for rotation in said gear case, bearing means supporting therear end of said driven shaft therein, the forward end of said driven shaft being disposed within and adjacent the forward end of said tubular driving shaft, bearing means supporting the forward end of said driven shaft in said tubular drive shaft, said bearing means being disposed adjacent the hearing means for the forward end of the latter, bearing means adjacent the rear end of said driven shaft for supporting the rear end of-said tubular drive shaft thereon, the portion of said driven shaft between-said last named bearing means and the bearing means for the rear end of the driven shaft being splined, a driving member carried by said driving shaft, a second driving member mounted for rotation on said tubular drive differently than said atively connected with said splined section and position to another frictionally to engage either of said driving members, and thrust bearing means adjacent the bearing means that supports the rear end of the tubular driving shaft and cooperating with said second driving member and said tubular driving shaft to prevent away from said first driving member.

' 2. In a transmission, a gear case, a driven auxiliary housing it is the intermediate.

shiftable member against said 'secon'd 'drivingmember from' moving the same shaft mounted fro: rotation therein and including a driven pinion extending rearwardly' from the gear case, hearing means carried in the rear wall of said case for supporting said driven shaft, an

auxiliary housing. secured to said gear case and enclosing said pinion, a final driven shaft mounted for rotation in said auxiliary housing, an 'internal gear member connected with said final driven shaft and meshing with said pinion, and anti-friction means disposed between the outer peripheral portion of said internal gear member and said auxiliary housing.

3. In a transmission, a gear case, a driven shaft mounted for rotat 11 therein and including a driven pinion extending rearwardly from the gearcase, bearing means carried in the rear wall of said case for supporting said driven shaft, an secured to said gear case and enclosing said pinion, a final driven shaft mounted for rotation in said auxiliary housing, an internal gear member connected with said final driven shaft and meshing with said pinion, antifriction, means disposed between the outer peripherai portion of said internalgear member and said auxiliary housing, said last named bearing means being capable of taking radially directed loads only, and anti-friction bearing means arranged to take both axial and radial loads for-supporting said final driven shaft in said auidliary housing. I

4. In a marine reverse gear, a gear case, driving and driven shafts journaled for rotation therein, bearing means for the front end of said driving shaft, reversing gearing mounted adjacent said front bearing and including a part journaled for rotation on said driving shaft, means shiftable on said driven shaft and adapted to connect with either said driving shaft or said reversing gearing, a pinion carried at the rearend of the driven shaft, a final driven member including an internal gear meshing with said pinion, flanges formed on the peripheral portion of said internal gear. member, and a plurality of anti-friction rollers disposed between said flanges and carried by said gear case to support said internal gear for rotation.

5. The combination of a source of power and a marine reverse gear comprising a driving shaft connected permanently with said source of power, a driven shaft, means'providing forward and reverse gearing including friction clutch means for a starting .and maneuvering in either forward or reverse,- and positive clutch means arranged to connect said driving and driven shafts together after the craft is moving in the selected. direction.

6. In a marine reverse gear, the combination of a source of power, a driving. shaft directly connected therewith, a lay shaft geared to said driving shaft, a tubular reverse' driving member geared to said lay tending ooaxially through said tubular reverse driving member, a direct driving member fixed on the extending end of said driving shaft in proximity to said tubular reverse driving member, a driven shaft, and a driven member splined to said. driven shaft and optionally engageable with said tubular reverse driving member. and said direct driving member, said tubular reverse driving member and said direct driving member and driven member having cooperating friction clutch means'w'ith engageable friction surfaces disposed at a sufllclentlylow angle so as to provide for starting and maneuvering of the craft, said members also having cooperating positive toothed shaft, said driving shaft ex clutch means for cooperation subsequent to'cooperation of said friction clutch means for driving the craft after its initial starting and maneuvering have been accomplished.

7, In a marine reverse gear, the combination of a source of power, a driving shaft directly connected therewith, a lay shaft geared to said driving shaft, ,a tubular reverse driving member geared to said lay shaft, said driving shaft extending coaxially through said tubular reverse driving member, a direct driving member fixed on the extending end of said driving .shaft in proximity to said tubular reverse driving member, an intermediate driven shaft, a driven member splined to said intermediate driven shaft and optionally engageable with said tubular reverse driving member and said direct driving member,

a pinion on said intermediate driven shaft, a driven shaft, and an internal gear on said driven shaft meshing with the pinion on said intermediate driven shaft.

8. In a marine reverse gear, the combination of a source of power, a driving shaft directly connected therewith, a lay shaft geared to said driving shaft, a tubular reverse driving member geared to said lay shaft, said driving shaft extending coaxially through said tubular.reverse driving member, a direct driving member fixed on the extending end of said driving shaft in proximity to said tubular reverse driving member, an intermediate driven shaft, a driven member splined to said intermediate driven shaft and optionally engageable with said tubularreverse driving member and said direct driving member, a pinion on said intermediate driven shaft, a drivenshaft, an internal gear on said driven shaft meshing with the pinion on said intermediate driven shaft, and a bearing for saidinternal. gear and disposed outside said gear and in radial alignment with the toothed engagement between said gear and the pinionfon the intermediate driv en shaft. 4

9. In a marine reverse gear, the combination of a source of power, a driving shaft directlyconnected therewith, a lay shaft geared to said driving shaft, a tubular reverse driving member geared to said lay shaft, said driving shaft extending coaxially through said tubular reverse driving membena direct driving member fixed on the extending and of said driving shaft in proximity to said tubular reverse driving member,

, respective driving members, and friction clutch means serving to connect the driving and driven shafts for limited slippage to transmit torque therebetween for starting and maneuvering.

10. In a marine reverse gear, the combination of a source of power, a driving shaft directly connected therewith, a lay shaft geared to said driving shaft, a tubular reverse driving member geared is said lay shaft, said driving shaft ex-.

tending coaxially through said tubular reverse driving member, a direct driving member fixed on a driven shaft, a radially extending part on" said the extending end of said driving shaft in max-- imity to said tubular reverse driving member, an intermediate driven shaft, a radially extending part on said intermediate driven shaft, clutch internal gear on said driven shaft meshing with the pinion on said intermediate driven shaft.

11. A marine reverse gear comprising a casing, a driving shaft journaled for rotation therein and adapted tobe connected to a source of power, a tubular reverse driving member mounted for rotation on said driving shaft adjacent one end thereof, gearing driven from said driving shaft for'driving said reverse driving member at substantially the same speed as but in the opposite direction from said driving shaft,-a pair of friction clutch elements, one fixed to said one end of the driving shaft and the other fixed to the adteethon the periphery of said part, clutch teeth.

jacent end of said tubular reverse driving mem-' her, a driven shaft supported for rotation in said casing and held against axial movement therein, a companion friction clutch element carried in driving relation with said driven shaftandmovr able axially relative thereto, said pair of friction clutch elements having low angle friction surfaces and the companion clutch element embracing said pair of clutch elements and, having two friction clutch surfaces on the inside disposed at a low angle corresponding to the angle of said pair of friction clutch elements, the angle of said friction elements being sufficiently low that adequate power is transmitted for starting and driving the craft through said friction elements opti'onally in either direction, and means for shifting said companion friction :clutch element relative to said driven shaft and said pair 'of clutch elements to start and drivethe craft in the se-' lected direction.

12 In a marine reverse gear, the combination of a source of power, a tubular driving shaft connected therewith, a lay shaft geared to said driving shaft, a tubular reverse driving member geared to said lay shaft and driven therebi in the opposite direction from but at the samespeed as said driving shaft, said driving shaft extending coaxially through said tubular reverse driving member, a direct driving member fixed on the extending end'of said driving shaft in proximityto said tubular reverse driving member, a driven shaft extending coaxially through said tubular driving shaft and supported at its inner end by the forward portion of the driving shaft, the rear end of said driven shaft supporting the rear end of said tubular driving shaft, an axially shiftable driven member splined to said driven shaft and optionally engageable frictionally with-said tubular reverse driving member and said direct driving member for driving thecraft in either direction, andthrust bearing meansbetween said tubular reverse driving member and said tubular driving shaft for preventing relative axial movement therebetween in either direction.

13. A marine reverse gear comprising a tubular driving shaft, a casing supporting said driving shaft and having bearing means receiving said driving shaft and preventing axial movement driving shaft adjacent said first driven shaft relative thereto, a

thereof relative to the casing, a tubular reverse driving member mounted for rotation on said driving shaft,-means driven from said driving shaftjor driving said tubular reverse driving member in the opposite direction, said driving shaftextending coaxially through said tubular reverse driving member, a direct driving member fixed on the extending end of said. driving shaft in proximity to the tubular reverse driving member, a driven shaft extending coaxially through the tubular driving shaft, bearing means supporting the inner end thereof in said tubular bearing means,- bearing means supporting the outer end of said driven shaft in said casing, said last named bearing means ,preventing axial movement of the driven member splined to said driven shaft, low angle cone clutch "Kim-Jerri 1"" V 1 1 ing axial displacement means on said driven member, said direct driving member and the tubular reverse driving member, whereby movement of said driven member. into engagement with one or the other of said driving members serves to drive the craft in either direction, thrust bearings at opposite ends of said tubular reverse driving member and acting against said tubular driving shaft for prevent- I of the reverse driving member relative to said driving shaft, and means for shifting said splined driven member, axial thrust due to the engagement of saidlow angle clutch means being taken by said first mentioned bearing means and axial thrust due to the movement of the splined member relative to the driven shaft being taken by the bearing means supporting the outer end of the latter.

THOMAS L. FAWICK. 

